Apparatus for measuring the flow of automobile fuel pumps



NOV. 24, 1936. J sK s 2,062,173

APPARATUS FOR MEASURING THE FLOW OF AUTOMOBILE FUEL PUMPS Filed Dec. 23, 1933 4 Sheets-Sheet l w @wzr:

fiafr Nav. 24, 1936; B. J. HASKINS- APPARATUS FOR MEASURING THE FLOW OF AUTOMOBILE FUEL PUMPS Filed Dec. 23, 1933 4 Sheets-Sheet 2 IIIIIIIIIII:

NOV. 24, 193 6. J, sK s 2,062,173

APPARATUS FOR MEASURING THE FLOW OF AUTOMOBILE FU EL PUMPS Filed Dec. 23, 1953 4 Sheets-Sheet 3 Nov. 24, 1936.' a. J. HASKINS APPARATUS FOR MEASURING THE FLOW OF AUTOMOBILE FUEL PUMPS Filed De c. 25, 19:55

4 Sheets-Sheet 4 q Patented Nov. 24, 1936 UNITED STATES PATENT OFFICE APPARATUS FOR, MEASURING THE FLOW OF AUTOMOBILE FUEL PUMPS Butler J. Haskins, Chicago, Ill., assignor to Joseph Weidenhoif, Inc., Chicago, 111., a. corporation of Illinois An object of this invention is to provide means for measuring the flow of a fuel pump while assembled in an automobile, and for determining the characteristics and faults of the pump.

Another object is to provide apparatus for accomplishing this purpose which can be attached to the fuel pump with a minimum of effort and time, and which will not interfere in any way with the action of the pump when driven by the engine in the usual way.

Another object is to provide a self-contained means for thus measuring the fiow of fuel delivered by the pump for a given period of time.

These and other objects, as will hereinafter appear, are accomplished by this invention which is fully described in the following specification and shown in the accompanying drawings, in which- Figure 1 is a vertical section through such a' measuring device shown applied to a fuelpump;

Fig, 2 is a reduced plan view of the same;

Fig. 3 isan enlarged horizontal section on the line 3 of Fig. 1 showing the clockwork mechanism in the ofi or inoperative position;

Fig. 4 is the same in the wound up or operative position;

Fig. 5 is an enlarged vertical section on the line 5-5 of Fig. 1;

Fig. 6 is a slightly enlarged horizontal section on the line 6 of Fig. 5;

Fig. 7 is a vertical section through a modified form of the measuring device;

Fig. 8 is a horizontal section on the broken line 8-8 of Fig. 7;

Fig. 9 is a vertical section through still another modification of the measuring device;

Fig. 10 is a vertical section on the line Ill-I of Fig. 12;

Fig. 11 is a top plan view of the clockwork mechanism of Fig. 9; and

Fig. 12 is a section on the broken line |2|2 of Fig. 10.

The embodiment shown in Figs. 1 to 6 inclusive consists essentially in a can l3 having a partition It therein which divides the can into a waste chamber I and a measuring chamber l6 both is driven by the automobile engine in any well known manner, and which has an intake pipe 20 connected to the fuel supply tank (not shown) and a delivery pipe 2| connected to the carburetor 22 by means of a float controlled valve, not shown. A T-fitting 23 is inserted between the pipe 2| and the pump P, and has a leg to which is connected a flexible hose 24 in which is placed a valve 25. The lower end of the hose 24 delivers into the funnel I! and is held so as not to be lower than the entrance of the pipe 2| into the carburetor 22, otherwise the pipe 24 will have a tendency to siphon all fuel from the carburetor, thereby preventing the carburetor from getting its normal supply of fuel and causing the engine to stop for want of fuel.

The valve 9 (Fig. 1) is shown closing the valve seat l8 at the right end of the passage I8, so that any fuel which might be delivered to the funnel from the pipe 24 would pass through the valve seat |8 into the waste chamber I5. The valve I9 is mounted on a wire 26 which is slidably mounted at its two ends in guides 21, 28 which are carried by the cover I3 The wire 26 carries a ball 29 which is engaged by means of bifurcated fingers 30 on a lever 3| which is pivotally mounted at 32, and. which has a spherical upper end 33 which engages a snap lever 34 which is pivotally mounted at 35 on the frame 36 of the clockwork mechanism. The snap lever 34 is connected by means of a spring 31 with the outer end of a short lever 38 which is pinned to a shaft 39 which is suitably journaled in the framework of the clockmechanism, and is firmly connected to the inner end of the clockwork spring 40.

The shaft 39 has fixedly mounted thereon .a ratchet 4| which, as it is turned in a clockwise direction, as shown in Fig. 6, passes under the spring-pressed pawl 42 which is mounted on a pivot 43 on a. gear 44, the latter being journaled on the shaft 39. This gear drives through the gear train 45, 46 to an-escapement wheel 4! in a well known manner. An escapement lever 48 engages this escapement wheel and is connected to a balance wheel 49 which carries a hair spring 50 (Fig. 3). The details of this clockwork mechanism are not shown for the reason that they are so well known. The shaft 39 carries an operating lever 5| which is normally urged by the spring 40 toward its inoperative position, as shown in Fig. 2, in'which it is stopped by the pin 52.

The degree to which the lever 5| is drawn back determines the-length of time during which the mechanism will run once it is set in operaton.

Thus for fuel pumps of certan types it is desir able that the amount pumped in one minute should be measured, whereas for othertypes it is preferable tomeasure the amount pumped in forty-five seconds. For this reason I have provided a stop pin 53 which may be screwed into the housing of the clockwork mechanism, as shown in Figs. 1 and 2, as either of the points shown in Fig. 2 corresponding to forty-five seconds and to one minute as there indicated.

Thus for one type of pump it should deliver one pint in one minute, Whereas another type of pump should deliver one pint in forty-five seconds. The pin 53 is then inserted in the hole corresponding to the time desired. On drawing the lever 5I back it strikes the pin, but before doing so the short lever 38 has passed the dead center of the snap lever 34, and has caused this lever to shift, thereby shifting the valve I9 from the full line position of Fig. 1 to the dotted line position.

It will be understood that with this type of measuring device the automobile engine will be idling at a speed corresponding to a road speed of thirty to thirty-five miles per hour, and that the valve 25 will be opened just prior to setting the operating lever 5I. Thus with the lever 5I in the inoperative position fuel will flow into the waste chamber I5 until such time as the lever 5| is moved over until it strikes the pin 53. Thus the clockwork mechanism will be set in motion at the same time that gasoline from the hose 24 begins to flow into the measuring chamber I6.

The clockwork mechanism will then continue to run until the short lever 38 is moved thereby to its position shown in Fig. 3, whereupon the spring 31 will pass over dead center of the pin 35 and cause the snap lever 34 to shift to the left, thereby moving the valve I9 to the right (Fig. 1).

Thus the clock mechanism will be brought to a stop at the same instant that the valve I9 stops the flow of gasoline into the measuring chamber I6 and diverts it to the waste chamber I5. The operator then shuts off the valve 25. The measuring chamber is provided with a glass 54 alongside which is a suitable graduated scale 55, so that the quantity of gasoline in the measuring chamber is indicated thereon in terms of fractions of a pint. A pressure gauge 56 (Fig. 1) may be mounted on the cover of the measuring device, and has a passage (not shown) connecting with the line 24 just above the valve 25. The pressure which the pump P should exert varies with different makes of pumps, but is usually between three and one-half and five pounds.

In making the test for pressure the engine is run at the lowest idling speed and the pressure of the line delivering to the carburetor is then read on the pressure gauge 56, which is graduated in terms of pounds per square inch of pressure on said line. If the pressure observed exceeds the allowable pressure (say three and one-half pounds) for a. given carburetor, the pump springs should be adjusted to lower this pressure. Too much pressure means too high a level of fuel in the carburetor oreven flooding.

Should the test previously described show that the amount of fuel in the predetermined period of time as measured by the clockwork mechanism b is less than that which is to be expected from a set and released, and the measuring test re-' peated as previously described. If the amount of fuel flowing is now much greater than that previously obtained, the fault is to be found in the intake line 20.

The can-I3 is preferably provided with a handle 51 and at its side with a spout 58 which is preferably bifurcated by the partition I4, so that as the can is tilted both the chambers I5 and I6 are emptied simultaneously through the spout. In Fig. 7 is shown a modified form of the device in which the operator opens a valve permitting the flow of fuel from the fuel pump to a measuring device of the valve, being operably connected to a clockwise mechanism which is .automatically started at the instant the .valve opens, and which continues to operate for a predetermined length of time, at the end of which it stops the automobile engine by shorting the ignition.

'The embodiment, as shown in Figs. '7 and 8, comprises'a measuring can 60 having a measuring tube 6| and a graduated scale 62 for measuring the quantity of liquid therein. This can has a removable lid 63 upon which is mounted a clockwork mechanism designated generally as A which has a frame 64 in which is suitably journaled' an operating shaft 65, which extends through a case 66 and has keyed thereon an operating lever 61. This clockwork mechanism is quite similar to that shown in Figs. 1 to 6 inclusive and winds up a spring 68 as the shaft is turned in a counter-clockwise direction, as shown in Fig. 8, so that the spring tends to drive it in a clockwise direction.

.As the lever 61 is drawn back in a counter-.- clockwise direction it passes under a detent 69 which is pivotally mounted at 16, and ,is urged" toward the lever 61 by means of a spring II. Thus as the lever 61 is drawn back the detent catches and holds it in that position so that the clockwork mechanism will not start until the lever erator while holding the handle of the can. The

lever 14 carries a finger 15 which is adapted to engage an extension 69, so that as the valve 13 is opened the detent 69 is retracted from the dotted lineposition to the full line position of Fig. 8. This releases the lever 61 which immediately starts the clockwork mechanism which then operates for a predetermined adjusted time, at the end of which the switch B is closed and the clockwork mechanism brought to a stop, as will now be explained.

, The snap switch B is of a well known type and need not be explained in detail, except to say that it has a lever 16 which is pivotally mounted at 11, and has a longitudinal slot 18 which is so placed in the on position of the switch as to receive a pin 19 on a lever arm which is keyed on the shaft 65. Thus as this shaft revolves in a clockwise direction the pin 19 causes the lever 16 to move in a counter-clockwise direction until it reaches a position where a metal roller 8I is suddenly caused to roll across an arcuate track 82; thereby making engagement with metal terminals 83 and 83? on opposite sides of the switch and closing it. At substantially the same time the lever 16 strikes a portion of the body of the switch, thereby stopping the rotation of the shaft 65 and thus stopping the clockwork mechanism.

The switch B, as shown in Fig. 7, is shown connected so as to short circuit the primary Winding of the spark coil 84. Thus the spark coil has primary and secondary windings P and S, respectively, the primary winding having a lead 85 to ground through the car battery 86, and a lead 81 to a breaker arm 88 on a make and break device 89 on the distributor. The secondary of the spark coil is connected through a lead 90 to a distributor 9I in a well known manner.

The terminal 83 of the switch B connects through a lead 92 with the lead 81, while the terminal 83 connects through a lead 93 to ground. Thus it will be seen that when the switch B is closed, the spark coil will be short circuited to ground so that no current will flow therethrough, and consequently no spark will be produced on opening the points of the distributor. It will be observed that this means of short circuiting the ignition is illustrative only, as other means of accomplishing this purpose could be used.

Thus it will be seen that with the device of Fig. 7 connected to the delivery line from the fuel pump and to the automobile ignition system, and with the automobile engine running at a speed substantially equivalent to a road speed of 30 to 35 miles per hour, the operator opens the valve 13 thereby causing fuel from the pump to be delivered to the measuring chamber 60, and at the same time starting the clockwork mechanism which continues for a predetermined length of time, as one minute, at the end of which the engine is stopped by short circuiting the ignition, thereby stopping the flow of gasoline to the measuring chamber. The quantity of gasoline thus pumped can then be read on the scale 62, as previously described.

In Figs. 9 to 12 inclusive is shown still another modification of the mechanism. This comprises a measuring can 94 having any convenient form of measuring device, such as the tube GI and scale 62 of'Fig. '7, but which for convenience are here omitted. A lid or cap 95 is removably fitted over the top of the can and carries a clockwork mechanism A which will now be described in some detail.

This mechanism in general has the characteristic of starting at the instant gasoline begins to flow into the measuring chamber and of stopping the flow of gasoline to the chamber at the end of a predetermined period, after which the amount of gasoline. flowing during this period can then be measured. This clockwork mechanism comprises a framework having two spaced plates 96 and 91, the latter having secured therein a stud 98 (Fig. 12) upon which is rotatably mounted an arm 99 which is normally urged in a counter-clockwise direction, as shown in Fig. 10, by means of a fairly powerful spring I00, the inner end of which is connected to the stud 98.

A timing cam lever IOI is also rotatably mounted on the stud 98 and is held in place by means of a spring disk I02, which is retained in place by riveting the inner end of the stud 98. This riveted end is also axially cupped to rotatably receive the inner end of a shaft I03, the opposite a valve end of which is reduced and journaled in the plate 96. This shaft has a hub I04 pressed thereon. At one end of the hub is secured a quadrant I05, whose purpose will later be explained. At the opposite end of the hub is rotatably mounted a gear I06 between friction disks I01 and I08 which are retained by riveting the outer end of the hub.

The gear I06 is'the last of a train of gears I06, I09, H0, and ending in an escapement wheel III which is operably connected in a well known manner to a balance wheel H2. The arm 99 extends both ways from the stud 98, the lower end of the arm carrying a pin II3 upon which is pivotally mounted a pawl II4. which is normally urged toward the quadrant I05 by means of a spring I I5. The pawl II4 has a shoulder II 6 which is adapted to engage the lower end of the quadrant I05, and a hook II1 which is adapted to engage a shoulder II8 on the quadrant. The pawl carries a pin II9 on which is rotatably mounted a roller I20 which is adapted to engage a sloping face of a cam II on an arm carried by the timing cam lever I0 I.

The upper end of the arm 99 is pivotally connected through a link I2I to an operating lever I22 which is pivotally mounted at I23. A spring I24 normally urges this operating lever to the left, as shown in Fig. 10, thereby assisting the The operating lever action of the spring I00. I22 (Fig. 9 is connected through a link I25 with a valve lever I26, which serves to operate I21 which controls the flow of fuel through a passage I28 which connects through a T-fitting 23 with a pump P which delivers through a pipe 2| to a'carburetor, not shown. The valve I21 is in a closed position, as shown in full lines, and in open position as shown in dotted lines.

Thus it will be seen that as the valve I21 is opened by throwing the valve lever I26 from the full line to the dotted line position, the arm 99 will be rotated in a clockwise direction. thereby causing the shoulder H6 to engage the lower end of the quadrant I and forcing this quadrant, the hub I04, and the friction disks I01 and I08 around in a clockwise direction while the gear I06 is held stationary by its driving pinion. When the lever I26 is released and the hook I I1 of the pawl has engaged the shoulder H8, and as the arm 99 now tends to rotate in a counterclockwise direction under pressure of the spring I00 drags the quadrant with it. This quadrant then drives the gear I06 through the friction disks, and this motion is carried through the gear ,train I06, I09, IIO to the escapement wheel I I I.

The clockwork mechanism thus having been started at the instant the valve lever I26 is moved to the dotted line position continues to operate under the pressure of the spring I00, and the parts carried by the arm 99 rotate slowly in a counter-clockwise direction. As they do so the roller I20 rides up on the inclined cam face IN, and as it does so lifts the hook I I1 out of engagee ment with the shoulder I I8 whereupon the spring I00 will instan ly urge the members back to the full line position of Fig. 9, thereby stopping the clock and at the same time closing the valve I21.

Thus it will be seen that by this mechanism the valve I21 is opened and the clockwork mechanism started-in operation at the same time. The

timing of the clockwork mechanism is accom-" plished by moving the timing cam lever IOI Thus the further it is carried to the left, as

shown in Fig. 9, the longer the clockwork mechanism will operate before the cam IIH lifts the hook ill and brings the mechanism to a stop. By setting this mechanism therefore so that it will operate for a d sired period of time, such as one minute, an by hooking this apparatus up, as indicated, to the delivery line of the fuel pump of an automobile and operating the engine of the automobile at a speed equivalent to a normal road speed of 30 to 35 miles per hour, I am able to measure the amount of fuel delivered by the pump for this given period of time.

It will be understood that where desired a pressure gauge, such as thegauge 5B of Fig. 1, may be employed in connection with any of the pump gauging mechanisms here shown. In making the capacity test there is no need for referring to the pressure gauge as in the capacity test I have no interest in the minimum or maximum pressure, but rather, to determine that a sufficient amount of fuel is flowing. In making this capacity test I should find that a flow of one pint is obtained in one minute, or forty-five seconds, or less, the exact amount in a given time depending upon the type of fuel pump used. This would be known in advance of the test. If the required amount, say one pint, or more, is delivered in the maximum time specified, the carburetor will never starve for a fuel at any speed. In many instances the test may disclose that more than one pint of fuel will flow in the time specified. This is not an indication that the fuel pump is defective. Rather it shows that the fuel pump is most efiicient. Where the flow, however, is greater than the minimum required, it is always then advisable to make the second, or pressure test, to insure against ex cessive pressure in the pipe leading to the carburetor.

In making the second, or pressure test, it is only necessaryto determine that the pump does not produce an over-pressure. If a lesser pressure is developed than shown as a maximum on the chart for the pump which is being tested, this is no indication that the pump is defective, but rather gives assurance that the pump is within the prescribed limit as to pressure. So long as the pump does not show a pressure over the maximum allowable, but does give at least the minimum flow in the capacity test, the pump shows efficient operation both from the standpoint of the amount of fuel delivered and the pressure at which that fuel is delivered 'to the carubretor.

Instead of varying the time for which the clockwork mechanism is set, it may be desirable to set this for a definite time, say one minute, and vary the amount to be pumped accordingly. Thus the graduated scale could show prominently markings corresponding to one pint and one and one-third pints, which correspond to the rate of one pint in one minute and in forty-five seconds, respectively.

I claim:

1. A device for determining the efliciency and operating characteristics of a fuel pump while it is supplying fuel to the carburetor of the engine to which it is operatively connected, comprising a valve controlled outlet communicating with the carburetor supply line whereby the fuel supply in excess of carburetor requirements at any selected motor speed may be diverted, a measuring device for receiving fuel diverted through said outlet, and time controlled means for maintaining said outlet in communication with said measuring device for a predetermined period.

2. A device for determining the efliciency and operating characteristics of a fuel pump while it is supplying fuel to the carburetor of the engine to which it is operatively connected, comprising a valve controlled outlet communicating with the carburetor supply line whereby the fuel supply in excess of carburetor requirements at any selected motor speed may be diverted, a waste chamber and a measuring chamber for receiving fuel diverted through said outlet, time controlled means for maintaining said outlet in communication with said measuring chamber for a predetermined period and thereafter with said waste chamber, and means associated with said measuring chamber for indicating the amount of fuel therein.

3. A device for determining the efliciency and operating characteristics of a fuel pump while it is supplying fuel to the carburetor ofthe engine to which it is operatively connected, a valve controlled outlet communicating with the carburetor supply line whereby the fuel supply in excess of carburetor requirements at any selected motor speed may be diverted, time controlled means set into operation upon the opening of said valve for maintaining said valve open for a predetermined period, a measuring chamber for receiving the directed fuel, and means associated with said chamber for indicating the amount of fuel therein.

4. A device for determining the efficiency and operating characteristics of a fuel pump while it is supplying fuel to the carburetor of the engine to which it is operatively connected, a valve controlled outlet communicating with the carburetor supply line whereby the fuel supply in excess of carburetor requirements at any selected motor speed may be diverted, time controlled means set into operation upon the opening of said valve for maintaining said valve open, a measuring chamber for receiving thediverted fuel, a switch controlled by said time controlled means' for short circuiting the ignition circuit of the engine, thereby stopping the flow of fuel from the pump at the end of a predetermined period, and means for indicating the amount of fuel in said chamber.

5. A device for determining the efficiency and operating characteristics of a fuel pump while it is supplying fuel to the carburetor of the engine to which it is operatively connected, comprising a casing divided into a waste chamber and a measuring chamber, a passage leading to both chambers, a clock mechanism, a valve in said passage operatively connected to the clock mechanism so that the valve closes communication between the passage and waste chamber and opens communication between the passage and measuring chamber while the clock is in operation and vice versa when the clock mechanism reaches a predetermined position in which it is stopped, whereby fuel is diverted to the measuring chamber when the clock is in operation and to the waste chamber when the clock is not in operation.

6. A device for determining the efliciency and operating characteristics of a fuel pump while it is supplying fuel to the carburetor of the engine to which it is operatively connected, comprising a casing divided into a waste chamber and a measuring chamber, a passage leading to both chambers, a clock mechanism, a valve in said passage operatively connected to the clock mechanism so that the valve closes communication between the passage and waste chamber and opens communication between the passage and measuring chamber while the clock is in operation and vice versa when the clock mechanism reaches a predetermined position in which it is stopped,

whereby the fuel is pumped to the measuring chamber when the clock is in operation and to uring chamber for measuring the amount of fuel therein.

'7. A device for determining the efllciency and operating characteristics of a fuel pump while it is supplying fuel to the carburetor of the engine to which it is operatively connected, comprising a measuring chamber, manually set time controlled means interposed in the fuel line between the pump and carburetor for diverting fuel in excess of carburetor requirements at any selected engine speed while the pump is in normal operation by the engine to said measuring chamber for a predetermined period, the time controlled means operating to stop the flow of fuel to said measuring chamber at the end of said time, and means for indicating the amount of fuel in said chamber.

8. A device for determining the efficiency and operating characteristics of a fuel pump while supplying the carburetor of the engine to which it is operatively connected, comprising fluid measuring means, and time controlled means-interposed in the supply line between the carburetor and pump for diverting fuel from the pump in excess of carburetor requirements at any selected motor speed to said measuring means for a pre determined length of time.

9. A device for determining the eflilclency and operating characteristics of a fuel pump while supplying the carburetor of the engine to which it is operatively connected, comprising fluid measuring means, means connected to the outlet side of said pump and operable to divert fuel to said fluid measuring means in excess of car- 'buretor requirements at a selected motor speed,

said means including a time controlled mechanism, and means operable by said time controlled mechanism for interrupting the flow of fuel to said fluid measuring means after a predetermined period. BUTLER J. HASKINS. 

